Bikeway Provision and Bicycle Commuting: City-Level Empirical Findings from the US

Abstract

The growing worldwide awareness of the significant benefits of bicycling as an urban transport mode has aroused great interest in exploring the role that bikeways play in promoting utilitarian bicycling. However, few studies assess the contribution of citywide bikeway provision with the inclusion of all facility types and differentiation of facility utilities. This study provides new evidence by evaluating the collective effects of bikeway kilometers per square kilometer, bikeway kilometers per 10,000 population, and low-stress bikeway proportion on the bicycle-commuting share in 28 US cities between 2005 and 2017. Using linear panel regression models, we found that the expansion of citywide bikeway infrastructure positively influences the share of commute trips by bicycle. The results also indicated that the proportion of low-stress bikeways has a stronger impact on the bicycling-to-work share than bikeway kilometers per 10,000 population, while the impact of bikeway kilometers per square kilometer ranks last. These findings may aid policy makers and planners in formulating sound city-level bikeway policies favoring sustainable urban transportation scenarios.

Urban Regeneration and Soft Mobility: The Case Study of the Rimini Canal Port in Italy

“…The new cycle and pedestrian infrastructure can improve public health and make cities more active and environmentally friendly. Recent studies have shown that the regeneration of urban public spaces is closely related to the presence of safe and connected cycling and pedestrian path [52][53][54][55]. The proposed solutions are currently being defined and refined and could receive funding from the Municipality of Rimini to be implemented.…”

A Tale of Two Divvys: The Bicycle Sharing System of Chicago

“…3-4). Promoting micromobility may furthermore revitalize and uplift marginalized communities [6, [47][48][49], an important goal for establishing Divvy from the outset. Two examples illustrate how Divvy has played a role in securing economic benefits for Chicagoans: In 2015, the Chicago Department of Transport implemented the equitybased program Divvy for Everyone (D4E) [7,50], which provided low-income Chicagoans with an annual membership for $5 [50,51].…”

“…On the one hand, it expands access by providing mobility options to those who do not have access to a car, and by reducing entry barriers for new and potential cyclists because they do not need to purchase, store, or maintain their own bicycles [6, 90,91]. On the other hand, transit-oriented micromobility tends to complement other modes of public transit [47,48,92,93] because it provides fast and convenient firstand last-mile mobility solutions [47,94,95] and therewith significantly extends the footprint of fixed-route bus, metro, and rail services [6, 64,[94][95][96][97]. From the beginning, Divvy was strategically designed to complement and diversify the city's public transit network, while aiming to reduce congestion and expensive road extensions and parking infrastructure.…”

Sufficiency and transformation–A semi-systematic literature review of notions of social change in different concepts of sufficiency

“…However, it remains unclear whether the necessary reduction of consumption levels and the accompanying deprivileging of members of upper and middle classes can actually (Bourdieu, 1982;Røpke, 1999;Schor, 1999Schor, , 2007Veblen, 2003Veblen, [1899) as well as infrastructural (Shove et al, 2015;Yang et al, 2021) conditions. This means that individual changes in consumption are limited, because of the constitution of social institutions such as social norms, legal regulations or the organization of wage-and care work.…”